Particulate trap with coated fiber layer and exhaust system having the particulate trap

ABSTRACT

An open particulate trap for purifying exhaust gases from mobile internal combustion engines includes at least one at least partially structured metal foil and at least one high-temperature-resistant fiber layer having metal fibers defining the open particulate trap for purifying exhaust gases from mobile internal combustion engines. The fiber layer has a section and, at least in the section, a catalytically active coating being an SCR catalyst. An exhaust system of an automobile internal combustion engine includes an exhaust pipe defining a flow direction and at least the following components disposed in succession in the flow direction: a reducing-agent feed for supplying liquid urea and the particulate trap.

CROSS-REFERENCE TO RELATED APPLICATIONS

This is a divisional application of application Ser. No. 11/146,369,filed Jun. 6, 2005, which is a continuation, under 35 U.S.C. §120, ofInternational Application No. PCT/EP2003/012455, filed Nov. 7, 2003;this application also claims the priority, under 35 U.S.C. §119, ofGerman Patent Application No. 10 257 113.9, filed Dec. 5, 2002; theprior applications are herewith incorporated by reference in theirentirety.

BACKGROUND OF THE INVENTION Field of the Invention

The invention relates to a particulate trap with a coatedhigh-temperature-resistant fiber layer for purifying exhaust gases fromautomobile internal combustion engines. The invention also relates to anexhaust system of an automobile internal combustion engine having theparticulate trap.

If one considers the purification of exhaust gases, in particular fromdiesel engines, it is known that hydrocarbons (HC) and carbon monoxides(CO) in exhaust gas can be oxidized, for example by bringing them intocontact with components which may have a catalytically active surface.However, the reduction of nitrogen oxides (NOx) is more difficult underoxygen-rich conditions. A three-way catalytic converter, as is used, forexample, in spark-ignition engines, does not on its own achieve thedesired effects for diesel engines. For that reason, by way of example,the selective catalytic reduction (SCR) process has been developed.

Furthermore, storage catalytic converters have been tested for use forthe reduction of nitrogen oxides. The coating of a storage catalyticconverter contains, in addition to the standard precious metalcomponents, barium carbonate or barium oxide. This makes it possible tostore NOx when there is an excess of oxygen. Nitrogen monoxide (NO) fromthe exhaust gas is oxidized to form nitrogen dioxide (NO₂) on theprecious metal components. It is then stored on the catalytic converterby forming barium nitrate. During that storage process, a nitrate layer,which slows storage, since NO₂ for further storage has to penetratethrough that layer, is formed on the barium nucleus. Since the storagecapacity is therefore limited, the catalytic converter has to beregenerated at regular intervals. That is effected, for example, bybriefly producing a rich exhaust gas, i.e. by operating undersubstoichiometric conditions for a short period of time. In a reducedatmosphere, the nitrate is converted back into (for example) carbonateand nitrogen monoxide is released. That is immediately reduced to formnitrogen. Since the regeneration takes place more quickly than thestorage, the regeneration periods can be significantly shorter than thestorage periods.

It is known to use particulate traps which are constructed from aceramic substrate to reduce particulate emissions. The traps havepassages, so that the exhaust gas which is to be purified can flow intothe particulate trap. Adjacent passages are alternately closed up, sothat the exhaust gas enters the passage on the inlet side, passesthrough a ceramic wall and escapes again on the outlet side through anadjacent passage. Filters of that type achieve an effectiveness ofapproximately 95% over the entire range of particulate sizes whichoccur.

In addition to chemical interactions with additives and specialcoatings, the reliable regeneration of the filter in the exhaust systemof an automobile still presents problems. It is necessary to regeneratethe particulate trap, since the increasing accumulation of particulatesin the passage walls through which the exhaust gas is to flow leads to aconstantly rising pressure loss, which has adverse effects on engineperformance. The regeneration step substantially includes brief heatingof the particulate trap and the particulates which have accumulatedtherein, so that the carbon particulates are converted into gaseousconstituents. That can also be achieved, for example, by using anupstream exothermic reaction (e.g. oxidation of fuel which hasadditionally been injected into the exhaust pipe in an oxidationcatalytic converter (“after burning”)) to ensure that the exhaust gasbriefly reaches the temperatures which are sufficient to convert theparticulates that are stuck in the particulate trap. However, that highthermal load on the particulate trap has adverse effects on the servicelife.

In order to avoid the discontinuous regeneration, which in thermal termsleads to a high likelihood of wear, a system for the continuousregeneration of filters has been developed and is known as CRT(“continuous regeneration trap”). In a system of that type, theparticulates are burnt at temperatures of over 200° C. through the useof oxidation with NO₂. The NO₂ required for that purpose is oftengenerated by an oxidation catalytic converter which is disposed upstreamof the particulate trap. In that case, however, the problem has arisen,in particular with a view toward use in motor vehicles which use dieselfuel, that there is only an insufficient level of nitrogen monoxide (NO)which can be converted into the desired nitrogen dioxide (NO₂) in theexhaust gas. Consequently, it has not heretofore been possible to ensurethat the particulate trap will be continuously regenerated in theexhaust system.

It should also be taken into account that in addition to particulateswhich cannot be converted, oil or additional residues of additives alsoaccumulate in a particulate trap and cannot readily be regenerated. Forthat reason, known filters have to be replaced and/or washed at regularintervals.

In addition to a minimum reaction temperature and a specific residencetime, it is also necessary for sufficient nitrogen oxide to be providedfor the continuous regeneration of particulates using NO₂. Testsrelating to the dynamic emission of nitrogen monoxide (NO) andparticulates have clearly demonstrated that the particulates are emittedin particular if there is no nitrogen monoxide or only a very smallamount of nitrogen monoxide in the exhaust gas, and vice versa. Thatmeans that a filter with real continuous regeneration substantially hasthe function as a compensator or storage device, so that it is ensuredthat the two reaction partners are simultaneously present in therequired quantities in the filter at a given time. Furthermore, thefilter is to be disposed as close as possible to the internal combustionengine, in order to allow it to reach temperatures which are as high aspossible immediately after a cold start. In order to provide therequired nitrogen dioxide, an oxidation catalytic converter, whichreacts carbon monoxide (CO) and hydrocarbons (HC), and in particularalso converts nitrogen monoxide (NO) into nitrogen dioxide (NO₂), is tobe connected upstream of the filter. If that system including anoxidation catalytic converter and a filter is disposed close to theengine, a position upstream of a turbocharger, which is often used indiesel motor vehicles to increase the boost pressure in the combustionchamber, is especially suitable.

Upon looking at those fundamental considerations, the question arises,for actual use in automobile construction, as to how to construct afilter of that type, which in such a position and in the presence ofextremely high thermal and dynamic loads, has a satisfactory filterefficiency. In that context, it is necessary to take into account inparticular the spatial conditions, which require a new filter layout.Whereas with conventional filters, which were disposed in the underbodyof a motor vehicle, the primary factor was to achieve as large a volumeas possible, in order to ensure a long residence time of the as yetunconverted particulates in the filter and therefore a high efficiency,with a filter disposed close to the engine, insufficient space or roomis available.

In view of those considerations, a new concept has been developed, whichis substantially known by the name “open filter system”. Such openfilter systems are distinguished by the fact that it is possible todispense with an inbuilt, alternating closure of the filter passages. Inthat case, the passage walls are constructed at least partially fromporous or highly porous material and the flow passages of the openfilter have diversion or guide structures. Those internal fittings causethe flow or the particulates contained therein to be deflected towardthe regions made from porous or more highly porous material. In thatcontext, surprisingly, it has emerged that the particulates continue toadhere on and/or in the porous passage wall as a result of interceptionand/or impaction. The pressure differences in the flow profile of theflowing exhaust gas are of importance in connection with the combinationof those effects. The diversion may additionally give rise to localsubatmospheric or superatmospheric pressure conditions, which lead to afiltration effect through the porous wall, since it is necessary tocompensate for the above-mentioned pressure differences.

The particulate trap in that case is open, unlike the known closedscreen or filter system, since no flow blind alleys are provided.Therefore, that property can also be used to characterize particulatefilters of that type, so that, for example, the parameter “freedom offlow” is suitable for describing such a particulate trap. Therefore, a“freedom of flow” of 20% means that when viewed in cross section it ispossible to see all the way through approximately 20% of the surfacearea. In the case of a particulate filter with a passage density ofapproximately 600 cpsi (cells per square inch) with a hydraulic diameterof 0.8 mm, this freedom of flow would correspond to a surface area ofover 0.1 mm². In other words, this means that a particulate trap can bereferred to as open if particulates can in principle pass all the waythrough it, specifically including particulates which are considerablylarger than the particulates which are actually to be filtered out (inparticular the particulate size range which is characteristic of dieselfuel and/or gasoline). As a result, a filter of that type cannot becomeblocked even in the event of an agglomeration of particulates duringoperation. A suitable method for measuring the openness of particulatetraps is, for example, to test the diameter up to which sphericalparticulates can still pass through a filter of that type. In currentapplications, a particulate trap is “open” in particular if spheres witha diameter of greater than or equal to 0.1 mm can still pass through it,preferably spheres with a diameter of over 0.2 mm. “Open” filterelements of that type are known, for example, from German Utility ModelDE 201 17 873 U1, corresponding to co-pending U.S. patent applicationSer. No. 10/289,088, filed Nov. 6, 2002; German Utility Model DE 201 17659 U1, corresponding to International Publication No. WO 03/038247;International Publication No. WO 02/00326, corresponding to U.S. PatentApplication Publication No. US 2003/097934 A1; International PublicationNo. WO 01/92692, corresponding to U.S. Patent Application PublicationNo. US 2003/086837 A1; and International Publication No. WO 01/80978,corresponding to U.S. Patent Application Publication No. US 2003/072694,the contents of the disclosures of which are hereby incorporated intheir entirety in the subject matter of the present description.

By way of example, German Utility Model DE 89 08 738 U1, correspondingto U.S. Pat. No. 5,403,559, gives indications as to the generalconfiguration of honeycomb bodies with internal flow-guiding surfaces.That document describes honeycomb bodies, in particular catalyst carrierbodies for motor vehicles, made from metal sheets which are disposed inlayers, are structured at least in partial regions and form the walls ofa multiplicity of passages through which a fluid can flow. That documentstates that in most applications and given the standard dimensions ofhoneycomb bodies of that type, the flow in the passages is substantiallylaminar, i.e. very small passage cross sections are used. Under thoseconditions, relatively thick boundary layers, which reduce contactbetween the core flow in the passages and the walls, are built up on thepassage walls. In order to swirl up the exhaust-gas stream inside thepassages and thereby ensure intensive contact between the entireexhaust-gas stream and a catalytically active surface of the passages,it is proposed in that document to use protuberances which form surfacesthat face the flow in the interior of the passage, so that the exhaustgas is deflected transversely with respect to the main flow direction.

SUMMARY OF THE INVENTION

It is accordingly an object of the invention to provide a particulatetrap with a coated fiber layer and an exhaust system having theparticulate trap, which overcome the hereinafore-mentioned disadvantagesof the heretofore-known devices of this general type, which haveimproved effectiveness with regard to conversion of pollutants containedin exhaust gas, which provide the possibility of providing exhaust-gassystems having a particularly small structure in particular forautomobiles with a diesel engine and in which production, assembly andmaintenance of such exhaust-gas systems is significantly simplified andthereby made less expensive.

With the foregoing and other objects in view there is provided, inaccordance with the invention, a high-temperature-resistant fiber layerfor an open particulate trap for purifying exhaust gases from mobileinternal combustion engines. The fiber layer comprises metal fibers, asection and a catalytically active coating disposed at least in thesection. A longitudinal section, which is substantially perpendicular toa largest outer surface, has openings formed therein with an averagesize of 0.01 mm to 0.5 mm, in particular 0.05 mm to 0.25 mm. Thecatalytically active coating is that of an oxidation catalyst and/or athree-way catalyst and/or an SCR catalyst.

The features disclosed below can be employed individually or in anydesired and suitable combination with one another.

The provision of a catalytically active coating of this type hasnumerous advantages, which will be briefly outlined below. For example,it is possible to ensure that the components for oxidation and/orreduction and/or storage of pollutants contained in the exhaust gaswhich were originally provided in the exhaust system can be constructedwith a smaller volume or can even be dispensed with altogether. Thismeans that the exhaust system per se can have a significantly morestreamlined or smaller layout, so that a simple structure, simplemaintenance and inexpensive production of the exhaust system becomepossible. Moreover, surprisingly, synergistic effects are also achieved.For example, exhaust-gas constituents which are helpful to theconversion or elimination of the accumulated particulates are generateddirectly in the interior of a particulate trap equipped with a fiberlayer of this type. These exhaust-gas constituents are thereforeproduced and provided in the immediate vicinity of the surface of thefiber layer to which the particulates adhere. Therefore, by way ofexample, it is also possible to considerably reduce the regenerationtemperature of the particulate trap, for example from over 900° C. totemperatures below 600° C.

With regard to the configuration of the at least one section of thefiber layer, it should be noted that this section may also extend overthe entire surface of the fiber layer. However, it is also possible toprovide a plurality of sections, which may be coated and/or in somecases also uncoated, in which case if appropriate it is also possible toselect different types of coating, different section shapes or sectionareas. It is also possible for the at least one section to be locatedonly on one outer surface or outer side of thehigh-temperature-resistant fiber layer.

With regard to the properties of the coating of an oxidation catalyst,it should be noted that catalysts of this type are used to increase therate of certain reactions without themselves being consumed. Suitablecatalyst substances allow the oxidation reactions for CO (carbonmonoxide) and HC (hydrocarbons) in the exhaust gas to take place atlower temperatures. Coatings of this type, which generally containcatalyst substances belonging to the platinum group, allow gaseoushydrocarbons and carbon monoxide to be oxidized at exhaust-gastemperatures in the diesel engine exhaust gas of only 250° C. and above.One particular feature of oxidation coatings of this type is that undercertain circumstances the hydrocarbons which still adhere to carbonparticulates undergo afterburning, with the result that the particulateemissions can be reduced further. Heretofore, a combination ofoxidation-promoting coatings and filter elements of this type has notbeen provided in a unit, since it was feared that the catalyticallyactive substances would be adversely affected by an increasing coveragewith particulates. The present invention ignored this commonly heldprejudice in the specialist field and developed ahigh-temperature-resistant fiber layer which makes it possible toproduce particularly effective particulate traps.

If the levels of the three pollutant components CO, HC and NOx (nitrogenoxide) are to be lowered by further reaction, this can be achieved bycoating the fiber layer with the coating of a three-way catalyst. Theactive catalyst substance in this case includes platinum metal (Pt),palladium metal (Pd) and/or rhodium metal (Rh) distributed finely over alarge surface area. At a lambda value of 1, CO is oxidized to formcarbon dioxide (CO₂), CH is oxidized to form CO₂ and water (H₂O), andNOx is reduced to form nitrogen (N₂). In this context, the followingcoating is recommended for the oxidation catalyst:

-   -   Pt/Pd=2/1    -   0.93-1.2 gram Pt/litercatalyst support volume    -   0.46-0.6 gram Pt/litercatalyst support volume

With regard to the multifunctional catalyst (reduction), it is proposedfor the following relationships to apply:

-   -   Pt/Rh=5/1    -   1.16-1.5 gram Pt/litercatalyst support volume    -   1.23-0.3 gram Rh/litercatalyst support volume

The catalyst carrier body volume is to be understood as meaning thevolume of the material of the carrier (honeycomb structure, etc.) andthe cavities, passages, etc. formed by the carrier.

The coating of an SCR catalyst may, if appropriate, also have amultilayer and/or multistage form. One possible urean SCR catalystsystem includes a plurality of partial regions of the coating which aredisposed in succession and are applied to the fiber layer. The partialregions may in this case be disposed as follows, as seen in thedirection of the flow of the exhaust gas:

-   -   a coating of an oxidation catalyst (optional),    -   the coating of a hydrolysis catalyst,    -   the coating of an SCR catalyst, and    -   if appropriate a downstream oxidation catalyst.

The oxidation catalyst which is optionally provided upstream is used toincrease the SCR activity at low exhaust-gas temperatures (in particularin the case of a diesel automobile). By increasing the NO₂ content(optimum: 50% by vol.) in the exhaust gas through the use of partialoxidation of NO, it is possible to significantly increase the reactionrate of the SCR reaction in a temperature range below approximately 573K. In addition, carbon monoxide is oxidized to form carbon dioxide andincompletely burnt hydrocarbons are reacted to form carbon dioxide andwater at the catalyst surface. If an upstream region with an oxidationcoating of this type were not used, the oxidation of the hydrocarbonswould take place in part at the SCR catalyst and would therefore reducethe nitrogen oxide conversion rate.

The coating of a hydrolysis catalyst allows an aqueous urea solution tobe completely broken down even at low temperatures, for example around470 K. Decomposition of the urea has proven difficult belowapproximately 470 K, since undesirable by-products may form due toincomplete decomposition. The coating of the SCR catalyst serves for theselective reduction of the nitrogen oxides NOx with ammonia to form theharmless products nitrogen and water.

In accordance with another feature of the invention, the coating is awashcoat. Coating the relatively smooth surfaces of the fibers with awashcoat causes the catalytically active surface area to be increased.This fissured surface on the one hand ensures that sufficient space isavailable for fixing a catalyst (e.g. platinum, rhodium, etc.) and onthe other hand serves to swirl up the exhaust gas flowing through,effecting particularly intensive contact with the catalyst.

The washcoat layer with a large surface area promoting catalysis isapplied in a known way by the fiber layer (or subsequently the entireparticulate trap including fiber layers and metal foils) being immersedin a liquid washcoat dispersion or sprayed with such a dispersion. Then,the excess washcoat dispersion is removed, the washcoat in the fiberlayer is dried and finally the entire assembly is calcined attemperatures of generally over 450° C. During calcining, the volatileconstituents of the washcoat dispersion are expelled, so that atemperature-resistant, catalysis-promoting layer with a high specificsurface area is produced. If appropriate, this operation is repeated anumber of times in order to achieve a desired layer thickness. The meanlayer thickness is preferably in a range from 0.001 to 0.02 mm, inparticular between 0.005 and 0.012 mm.

The washcoat usually is formed of a mixture of an aluminum oxide and atleast one promoter oxide, such as for example rare-earth oxides,zirconium oxide, nickel oxide, iron oxide, germanium oxide and bariumoxide. The washcoat dispersion must have optimum flow properties duringits application to the honeycomb body, in order to achieve a desireduniform layer thickness over the entire passage length.

In order to achieve flow properties of this nature, known washcoatdispersions have a specified pH, and only a limited solids content ispermitted. However, tests have shown that a washcoat dispersion of thisnature has a time-dependent viscosity. This means that the washcoatdispersion very quickly forms a gel, preventing a uniform layerthickness from being generated. This gelation can be delayed by keepingthe washcoat dispersion in motion, i.e. moving, in particular vibrating,the dispersion or the filter layer which it wets.

In accordance with a further feature of the invention, the fiber layeris formed of a porous sintered and/or fiber material (e.g. steel). Inthis context, in particular high-temperature-resistant,corrosion-resistant steels with relatively high chromium, nickel,aluminum and/or molybdenum contents are recommended. In this context, itis particularly advantageous for the fiber layer to include fibers witha mean diameter of less than 0.082 mm, in particular in a range from0.01 to 0.05 mm.

In accordance with an added feature of the invention, in order toprevent a filter layer of this type from generating a high dynamicpressure in the exhaust-gas stream, it is proposed for the fiber layerto have a porosity of at least 50%, in particular at least 75%,preferably at least 85% and for preference even at least 95%. In thiscontext, it should be noted that fiber layers of this type can beproduced relatively successfully using fibers with a mean length of 0.4mm to 0.05 mm, in which case it is preferable to select shorter fiberlengths for thicker fibers.

At this point, it should be pointed out that the fiber layer mayfundamentally include fibers in virtually any desired configuration, andis to be understood as encompassing in particular random layers, wovenfabrics or other similar structures. In this case, regular structuresmay also be present only in regions, whereas a more chaoticconfiguration of the fibers is present in the remaining regions.

In order to ensure that sufficiently large cavities for particulatesand/or their agglomerates are provided, it is proposed herein, inparticular for use in exhaust systems of diesel engines, for a certainpore size to be provided. A longitudinal section through the materialwhich shows small cross sections of the pores or cavities, referred toherein as openings, is used to determine the pore size. On average, allof these openings have an extent in the range mentioned above. What ismeant in this context is a mean of all of the maximum extents of theopenings which can be seen in longitudinal section. Since the dimensionof the opening relates to the fiber layer which has already been coated,it is also possible to use a corresponding mean fiber spacing which ispreferably to be selected as less than 0.6 mm, in particular between0.05 mm and 0.35 mm.

In accordance with yet another feature of the invention, the fiber layerhas a thickness of less than 3 mm, in particular less than 1.5 mm,preferably less than 0.5 mm and for preference less than 0.1 mm. Thethicknesses mentioned herein are selected in particular with a viewtoward the use of the fiber layer for particulate traps for thepurification of exhaust gases from mobile internal combustion engines.

With the objects of the invention in view, there is also provided aparticulate trap for purifying exhaust gases from mobile internalcombustion engines. The particulate trap comprises a housing, and atleast one partially structured metal foil and at least onehigh-temperature-resistant fiber layer as described above, disposedtogether in the housing. The at least one partially structured metalfoil may be a plurality of structured metal foils, and the at least onehigh-temperature-resistant fiber layer may be a plurality of fiberlayers disposed alternately, in particular wound together, in thehousing.

This forms, in particular, an “open” particulate trap, as is describedin the introduction hereto. Accordingly, it is especially advantageousto form an “open” filter element as is described in German Utility ModelDE 201 17 873 U1, corresponding to co-pending U.S. patent applicationSer. No. 10/289,088, filed Nov. 6, 2002; German Utility Model DE 201 17659 U1, corresponding to International Publication No. WO 03/038247;International Publication No. WO 02/00326, corresponding to U.S. PatentApplication Publication No. US 2003/097934 A1; International PublicationNo. WO 01/92692, corresponding to U.S. Patent Application PublicationNo. US 2003/086837 A1; and International Publication No. WO 01/80978,corresponding to U.S. Patent Application Publication No. US 2003/072694.

In accordance with another feature of the invention, the particulatetrap forms passages running substantially parallel to the axis, withguide surfaces, preferably guide surfaces of the metal foil, projectinginto at least some of the passages and diverting gas streams flowingthrough the passages toward the fiber layer. Guide surfaces of this typemay be formed by projections, bosses, micro-undulations, vanes orsimilar structures. It is also possible for these guide surfaces to beformed by edges of holes in metal foils of this type. The guide surfacesthemselves may likewise have holes.

In accordance with a further feature of the invention, the particulatetrap has a volume, and the quantity of coating of the particulate trapbased on this volume is in a range from 20 to 300 g/l (grams per liter),preferably even between 50 and 120 g/l. In this context, the term volumeis to be understood as meaning the volume which is composed of the metalfoils, the fiber layers and the passages being formed. A volume of thistype is usually in a range from 0.01 l to 1.5 l, preferably between 0.3l and 0.8 l.

In accordance with a concomitant feature of the invention, the at leastone, at least partially structured metal foil has apertures which extendover at least one structure width, preferably even over two, inparticular three structure widths. This means that, for example, anaperture of this type connects a plurality of adjacent passages formedby the structure to one another. This ensures particularly effectivemixing between the partial exhaust-gas streams without an undesirablyhigh dynamic pressure being generated upstream of the particulate trap.In this context, it should also be noted that the apertures extendsubstantially in the plane of the metal foil.

Other features which are considered as characteristic for the inventionare set forth in the appended claims.

Although the invention is illustrated and described herein as embodiedin a particulate trap with a coated fiber layer and an exhaust systemhaving the particulate trap, it is nevertheless not intended to belimited to the details shown, since various modifications and structuralchanges may be made therein without departing from the spirit of theinvention and within the scope and range of equivalents of the claims.

The construction and method of operation of the invention, however,together with additional objects and advantages thereof will be bestunderstood from the following description of specific embodiments whenread in connection with the accompanying drawings.

BRIEF DESCRIPTION OF SEVERAL VIEWS OF THE DRAWING

FIG. 1 is a fragmentary, diagrammatic, exploded perspective view of aparticulate trap according to the invention;

FIG. 2 is an enlarged, fragmentary, perspective view of the particulatetrap according to the invention;

FIG. 3 is a block diagram of a configuration of an exhaust system of amobile internal combustion engine;

FIG. 4 is a reduced, partly broken-away perspective view of a furtherconfiguration of the particulate trap according to the invention;

FIG. 5 is a longitudinal-sectional view of a configuration of a fiberlayer in accordance with the invention; and

FIG. 6 is a further longitudinal-sectional view of a fiber layer in acoated state.

DETAILED DESCRIPTION OF THE INVENTION

Referring now to the figures of the drawings in detail and first,particularly, to FIG. 1 thereof, there is seen a fragmentary,diagrammatic, exploded view of a particulate trap as is used, forexample, to treat exhaust gas from mobile internal combustion engines.The figure illustrates two fiber layers 1 according to the invention,between which a metal foil 14 is disposed. The fiber layers 1 each havea section 3 in which a coating 4 is disposed. This coating 4 may be thecoating of an oxidation catalyst, of a three-way catalyst and/or of anSCR catalyst. It is preferable for the metal foils 14 (at least inpartial regions) to have a catalytically active and/or storing coating.It is usual for the adjacent layers to bear against one another, andthey are preferably connected to one another by a joining technique, inparticular by brazing. For this purpose it is necessary, for example,for a partial region, in particular an edge of the fiber layer 1, not tobe coated, in order to ensure that the possibility of formingconnections by a joining technique is preserved in this partial region.

Structuring of the metal foil 14 allows an exhaust gas to flow throughthis “sandwich” of smooth layers (fiber layer 1) and corrugated layer(metal foil 14) in a flow direction 21. Guide surfaces 18 are disposedin passages 17 (shown in FIG. 2), causing partial gas streams to beswirled up, so that they are guided in particular onto the coated fiberlayer 1. In this case, the structure of the metal foil 14 is acorrugated structure with a predetermined structure width 36. It ispreferable for the guide surfaces 18 and/or apertures 19 (shown in FIG.2) below to be constructed to be larger than the structure width 36, sothat a plurality of adjacent passages 17 can be connected to one anotherthrough the apertures 19.

FIG. 2 shows a fragmentary illustration of a configuration of metalfoils 14 and a fiber layer 1. Once again, the metal foils 14 and thefiber layer 1 are disposed alternately. The structure of the metal foils14 in combination with the fiber layer 1 forms passages 17 through whichthe exhaust gas can flow in a flow direction 21. Guide surfaces 18,which are produced from the metal foil 14 itself by stamping, pressingor in some other way, project into the passages 17. This simultaneouslycreates apertures 19, so that a partial edge flow “peels off” from thegas flowing through a passage 17 and can be diverted toward the fiberlayer 1. In this way, particulates 22 are also entrained and guidedtoward the fiber layer 1, where they remain on an outer surface 9, forexample sticking to it or accumulating in cavities, pores or similaropenings in the fiber layer 1. The fiber layer 1 illustrated therein hasa plurality of chaotically disposed fibers 6 which are provided with acoating 4. Overall, the fiber layer 1 has a thickness 12 of less than 3mm.

FIG. 3 diagrammatically depicts the structure of an exhaust system of anautomobile internal combustion engine 13. Exhaust gas which is generatedin the internal combustion engine 13 is fed through an exhaust pipe 23to numerous components for exhaust-gas treatment before ultimately beingreleased to the environment. The exhaust system illustrated in FIG. 3includes the following components in succession in the flow direction21: a starting catalytic converter 24, a turbo charger 25, an oxidationcatalytic converter 26, a reducing-agent feed 27, a mixer 28, aparticulate trap 2 according to the invention and a main catalyticconverter 29.

The starting catalytic converter 24 is distinguished by its particularlysmall volume (for example less than 0.1 liter) and, due to its low heatcapacity and its immediate proximity to the engine, has been heated upsufficiently for it to be possible to catalytically convert pollutantscontained in the exhaust gas just a short time after the engine hasstarted (e.g. to temperatures of over 230° C. after a few seconds). Thefunction of the oxidation catalytic converter 26 upstream of aparticulate trap 2 for regeneration has already been explainedextensively above. The reducing-agent feed 27 and the mixer 28 are used,for example, to supply solid or liquid urea, so that it is also possibleto convert pollutants using the SCR method. The mixer 28 may beconstructed as a guide surface, a grate, a honeycomb body or in somesimilar form. However, it is also possible to omit the mixer 28 upstreamof the particulate trap 2, since the particulate trap or filter 2 itselfis also responsible for swirling up the exhaust-gas stream and/or finelydistributing the reducing agent which has been introduced. Thedownstream main catalytic converter 29 usually has a relatively largevolume, in particular of greater than 1.5 liters.

FIG. 4 shows a perspective and diagrammatic view of the structure of aparticulate trap 2. The particulate trap 2 for the purification ofexhaust gases from mobile internal combustion engines includes astructured metal foil 14 and a high-temperature-resistant fiber layer 1,which are disposed helically around an axis 16 of the particulate trap 2(simple stacked configurations, S-shaped loops or other woundconfigurations of the metal foils and/or fiber layers are also possibleas alternatives). The metal foil 14 and the fiber layer 1 form passages17 which extend through the particulate trap 2 substantially parallel tothe axis 16. The assembly including the metal foils 14 and fiber layers1 is accommodated in a housing 15 and is advantageously also connectedto this housing by a joining technique. In the illustrated embodiment ofthe particulate trap 2, the housing 15 projects beyond an end face 34 ofthe particulate trap 2 or the metal foil 14 and the fiber layer 1. Amaterial thickness 30 of the corrugated metal foil 14 is preferably in arange below 0.05 mm, preferably even below 0.02 mm. In this context, itis recommended in particular for the material thickness 30 or thenon-illustrated coating 4 or other parameters of the particulate trap 2not to be constant over an entire length 31 of the particulate trap 2.This means, for example, that in a first length section 32, theparticulate trap 2 has a lower heat capacity, a higher porosity, ahigher loading with regard to the catalytically active coating, agreater number/size of apertures 19, guide surfaces 18 or fibers, thanin a second length section 33. In principle, it is also possible for theparticulate trap 2 to be divided into more than two length sections.

The illustrated particulate trap 2 has a volume 20 which ischaracterized by the volume in the interior of the housing 15 that isfilled by the fiber layer 1 and the metal foil 14, also encompassing thevolume of the passages 17. With regard to the coating 4, the particulatetrap according to the invention is provided with a quantity in the rangefrom 20 to 300 g/l. In this context, it is possible for this quantity tobe uniformly disposed over the entire length 31 on the outer surfaces 9of the fiber layer 1 and/or the metal foil 14. However, it is alsopossible for only the fiber layer 1 or only partial regions of the metalfoil 14 to be provided with a catalytically active coating 4. It is alsopossible for different types or quantities of the coating 4 to beprovided in different length sections.

FIG. 5 diagrammatically depicts a longitudinal section 8 through thefiber layer 1. In this context, it can be seen that the fiber layer 1 isformed by a multiplicity of fibers 6, which in this case are connectedto one another in partially ordered and partially random fashion. Thefibers 6 preferably have a diameter 7 in a range from 0.012 to 0.035 mm.Openings 10 are formed by the configuration of the fibers 6 in thelongitudinal section 8. These openings in practice constitute a crosssection through cavities which are formed in the interior of the fiberlayer 1.

FIG. 6 likewise diagrammatically depicts a longitudinal section 8through the fiber layer 1, in which the fibers 6 are provided with acoating 4. The coating 4 is a washcoat 5 which, due to its fissuredsurface, offers sufficient options for the accumulation of catalyticallyactive substances 35. Despite the coating 4, the longitudinal section 8still has openings 10 with an extent 11. This extent 11 of all theopenings 10 on average is between 0.05 and 0.4 mm. At the same time, itis preferable to maintain a porosity of approximately 87%.

The present invention is the result of a large number of technicallycomplex attempts to improve the efficiency of particulate traps in theexhaust systems of automobile internal combustion engines.

1. An open particulate trap for purifying exhaust gases from mobileinternal combustion engines, the particulate trap comprising: at leastone at least partially structured metal foil; and at least onehigh-temperature-resistant fiber layer having metal fibers defining theopen particulate trap for purifying exhaust gases from mobile internalcombustion engines; said fiber layer having a section and having, atleast in said section, a catalytically active coating being an SCRcatalyst.
 2. The particulate trap according to claim 1, wherein said SCRcatalyst has a plurality of partial regions of said coating disposed insuccession and applied to said fiber layer.
 3. The particulate trapaccording to claim 2, wherein said partial regions include a coating ofa hydrolysis catalyst followed by a coating of an SCR catalyst, as seenin exhaust gas flow direction.
 4. The particulate trap according toclaim 3, which further comprises a coating of an oxidation catalystdisposed at least upstream of said coating of a hydrolysis catalyst ordownstream of said coating of an SCR catalyst.
 5. The particulate trapaccording to claim 1, which further comprises a housing, said at leastone structured metal foil and said at least one fiber layer including aplurality of structured metal foils and a plurality of fiber layersdisposed alternately and wound together in said housing.
 6. Theparticulate trap according to claim 1, wherein said at least onestructured metal foil and said at least one fiber layer define an axisof the particulate trap and passages extending substantially parallel tosaid axis, said at least one structured metal foil having guide surfacesprojecting into at least some of said passages and diverting gas streamsflowing through said passages toward said fiber layer.
 7. Theparticulate trap according to claim 1, wherein the particulate trap hasa volume, and said coating is present in a quantity relative to saidvolume having a range of from 20 to 300 g/l (grams per liter).
 8. Theparticulate trap according to claim 1, wherein said at least one atleast partially structured metal foil has a structure width andapertures extending at least over said structure width.
 9. Theparticulate trap according to claim 1, wherein said coating is awashcoat.
 10. The particulate trap according to claim 1, wherein saidfiber layer is formed of at least one of a porous sintered material or afiber material.
 11. The particulate trap according to claim 1, whereinsaid fiber layer includes fibers with a mean diameter less than 0.082mm.
 12. The particulate trap according to claim 1, wherein said fiberlayer has a porosity of at least 50%.
 13. The particulate trap accordingto claim 11, wherein said fiber layer has a porosity of at least 95%.14. The particulate trap according to claim 1, wherein said fiber layerhas a largest outer surface and a longitudinal section substantiallyperpendicular to said largest outer surface, said longitudinal sectionhaving openings formed therein with an average size of 0.05 mm to 0.5mm.
 15. The particulate trap according to claim 1, wherein said fiberlayer has a thickness of less than 3 mm.
 16. The particulate trapaccording to claim 1, wherein said fiber layer has a thickness of lessthan 0.5 mm.
 17. An exhaust system of an automobile internal combustionengine, the exhaust system comprising: an exhaust pipe defining a flowdirection; and at least the following components disposed in successionin said flow direction: a reducing-agent feed for supplying liquid urea;and a particulate trap according to claim 1.